GDMUNU15-1G
Version 0030
16
The landing is conventional. Maintain the approach speed until 8-10 foot height, then
flare out to make a smooth touchdown. Braking may be used once all wheels are on the
ground. A short landing requires a slow approach speed ranging from 75 km/h to 80 km/h
(47 mph to 50 mph). Raise the nose a few meters from the ground, in order to touch down
at stalling speed. Brake and pull the control bar to the maximum in order to obtain more
aerodynamic braking once the rear wheels have touched ground. If conditions are gusty or
a strong wind gradient is suspected, use a higher approach speed value.
Turning:
The NuviX wing is very well-balanced in the turn and is capable of high rates of roll with
modest control forces. Roll rate is proportional to both airspeed and wing loading. Fastest
roll rates will be achieved at light weights and high airspeed. Conversely when flying at
high weight and low speed, maneuverability is reduced. Ensure that the runway is long
enough for take-off and that no sudden maneuvering is required to avoid obstacles early
in the climb, when speed may be low. Proper usage of the CORSET system allows to
reduce in large part the variation in roll rate as a function of speed, variation inherent in
flexwings (see 5.3.2).
Turns at bank angles up to 60 degrees are permitted. To balance the turn at this bank
angle, forward bar movement is necessary to generate the required lift for level flight and
increased power is required to overcome drag and maintain airspeed. Under these
conditions substantial wake turbulence is produced. For turns of over 45 degrees of bank
it is recommended that a heading change of no greater than 270 degrees is used, in order
to avoid entry into the wake turbulence and a possible excursion outside the permitted
flight envelope. The NuviX has neutral spiral stability at high cruise speed and thus will
remain balanced in a turn without any roll control pressure required. With a high loading
and low cruise speed adjustment, it may be necessary to increase the speed before the
wing is put into banking to avoid stalling the lower wing. An increase in engine power is
also advised to maintain the flight level during the turn.
S
talling:
The stalling point is reached more easily with a backward hang point position. Once the
stall angle of attack is reached, the control bar starts pushing back forcefully and some
pre-stall buffet may be felt in the form of pressure bumps. Avoiding any resistance to this
tendency for a short while allows the wing to return to correct speed. In that case, the loss
of altitude will be less than 10 m. (33 ft) If the control bar remains extended despite the
warning signs, the wing will stall and the loss of altitude may easily reach 30 m (100 ft).
An asymmetrical start
on one wing is possible,
particularly during the running in of the
sail (first 50 flying hours).
Nose high pitch attitudes generated prior to the stall break will lead to high nose down
rotation rates. In common with all flexwing aircraft, extreme examples of this can result
in tumbling motions, loss of control and massive structural failure.
To avoid risk of tumbling, stalling exercises must imperatively be carried out with the
engine at idle, with a very slow decrease in speed (less than 1kt/sec) obtained by
progressively pushing the control bar out.
